DE102016208733A1 - Clutch control / regulating hydraulic circuit - Google Patents

Abstract

[Problem] To allow a clutch device having an automatic connection and disconnection function and a manual connection and disconnection function to safely switch to the manual connection and disconnection function when a vehicle is not energized or when an electronic control system failed, and to maintain a normal ride before switching. [Means for Solving the Problems] A hydraulic circuit includes at least two solenoid valves which are connected to a control unit 12; a solenoid valve 19 provided between a first hydraulic path 15 and a communication hydraulic path 17 switches to an open state when it is not operated, and switches to a closed state when actuated; and a solenoid valve 20 provided between a second hydraulic path 16 and the communication hydraulic path 17, changes to a closed state when not operated, and switches to an open state when actuated. The solenoid valve 19 keeps the closed state when it is switched from an actuated state to a non-actuated state, while a pressure from the downstream side hydraulic path 17 is higher than that of the upstream side hydraulic path 15; and when the solenoid valve 19 is closed in the non-actuated state, pressurization of the upstream hydraulic path 15 by operation of a clutch lever 11 opens the solenoid valve 19.

Description

[Technical area]

The present invention relates to a clutch control hydraulic circuit which controls connection and disconnection of a clutch device.

Background of the Invention

As a conventional clutch control hydraulic circuit and a method for assigning an electronically controlled automatic connection and disconnection function and a manually controlled manual connection and disconnection function from a common clutch device, Patent Document 1 discloses that hydraulic circuits of the clutch pedal and motor are unified are by inserting a valve with three connections in between.

Even if a coupling device has an automatic connection and disconnection function and a manual connection and disconnection function, it is required to be securely switchable to the manual connection and disconnection function when a vehicle is not energized or when an electronic control system / Control fails, and the normal ride before switching maintains.

[Description of the Related Art]

[Patent Document]

• [Patent Document 1] Japanese Patent Application Publication No. Hei. Hei 8-296670
• [Patent Document 2] Japanese Utility Model Registration Application Publication No. Hei 5-014664
• [Patent Document 3] Japanese Patent No. 4815256

[Overview of the Invention]

[Problem to be Solved by the Invention]

The present invention aims to provide an idea to configure a clutch control hydraulic circuit such that a clutch device having an automatic connection and disconnection function and a manual connection and disconnection function surely switches to the manual connection and disconnection function can, if a vehicle is not powered, or if an electronic control / regulation fails, and can maintain a normal ride before switching.

[Means to solve the problem]

The present invention includes the following configuration as a means to achieve the above object.

According to an invention according to claim 1, a clutch control hydraulic circuit comprises: a manual control device ( 11 ) which is arbitrarily controllable by a driver; an actuator ( 13 ) to a hydraulic pressure based on a control signal from a control unit ( 12 ) increase and decrease; a hydraulic circuit having a first hydraulic path ( 15 ), which is connected to the manual control device, a second hydraulic path ( 16 ), which is connected to the actuator, and a connecting hydraulic path ( 17 ) connecting the first hydraulic path and the second hydraulic path; and a coupling device ( 18 ), which is connected to the hydraulic circuit, and whose connection and disconnection are controlled by receiving pressure from the hydraulic circuit, wherein: the hydraulic circuit has at least two hydraulic circuit control valves connected to the control unit ; a first hydraulic circuit control valve ( 19 ) provided between the first hydraulic path and the connection hydraulic path, changes to an open state when it is not actuated and switches to a closed state when actuated; a second hydraulic circuit control valve ( 20 ), which is provided between the second hydraulic path and the connecting hydraulic path, switches to a closed state when it is not operated, and switches to an open state when it is turned on; the first hydraulic circuit control valve maintains the closed state when it is switched from an actuated state to a non-actuated state, while pressure from the downstream hydraulic path (FIG. 17 ) is higher than pressure from the upstream hydraulic path (FIG. 15 ); and when the first hydraulic circuit control valve is closed in the non-actuated state, pressurization of the upstream hydraulic path by operation of the manual control device opens the first hydraulic circuit control valve.

According to an invention according to claim 2, the hydraulic circuit has an oil reservoir ( 25 ); and the oil reservoir is connected to the first hydraulic path and the second hydraulic path.

According to an invention according to claim 3, the control unit is capable of switching between a first mode in which the clutch means is connected to the manual control means and a second mode in which the clutch means is connected to the actuator; wherein in the first mode, the first hydraulic circuit control valve is opened and the second hydraulic circuit control valve is closed; and wherein in the second mode, the first hydraulic circuit control valve is closed and the second hydraulic circuit control valve is opened.

According to an invention according to claim 4, the clutch control hydraulic circuit comprises: an artificial load ( 26 ) for applying an operating load to an operation of the manual control device; and a third hydraulic circuit control valve ( 21 ), which is provided between the first hydraulic path and the artificial load and switches to a closed state when it is not actuated, and switches to an open state when it is actuated, wherein: the third hydraulic circuit Control valve is closed in the first mode; and the third hydraulic circuit control valve is opened in the second mode.

According to an invention of claim 5, the first hydraulic circuit control valve is a poppet valve in which an end part of a valve element which is movable in an axial direction in a flow path inside the valve closes the flow path.

Effect of the Invention

According to the invention of claim 1, a clutch control hydraulic circuit having a connection hydraulic path and allowing manual intervention can be configured with a small number of parts. Also, when the control unit fails while the clutch device is disconnected by controlling the actuator and generating hydraulic pressure when the first hydraulic circuit control valve is operated and the second hydraulic circuit control valve is operated, stops the first hydraulic circuit control valve, the closed state, even if it is not actuated, due to the hydraulic pressure lock phenomenon, which is caused by a pressure difference between the upstream side and the downstream side of the valve element. As a result, disconnection from the clutch device can be maintained until the manual intervention is performed.

According to the invention of claim 2, since the oil reservoir is common, hydraulic pressure can be released from the actuator through the first hydraulic path when manual intervention is performed. Thus, a clutch control hydraulic circuit having a connection hydraulic path and allowing manual intervention can be configured with a small number of parts.

According to the invention of claim 3, by switching states of each of the two hydraulic circuit control valves, a connection and disconnection of the clutch can be switched between actuation by the actuator and manual operation.

According to the invention of claim 4, the stroke simulation is enabled in the second mode and the stroke simulation is deactivated in the first mode.

According to the invention of claim 5, the first hydraulic circuit control valve maintains the closed state even when not operated due to the hydraulic pressure lock phenomenon caused by a pressure difference between the upstream side and the downstream side of the valve element. As a result, disconnection from the clutch device can be maintained until manual engagement is performed.

[Brief Description of the Drawings]

1 Fig. 10 is a block diagram showing a configuration example of a clutch control hydraulic circuit (not operated) of an example.

2 FIG. 10 is a block diagram showing states of solenoid valves and connection states of hydraulic paths when powering a vehicle.

3 shows a schematic configuration of a solenoid valve.

4 FIG. 12 is a flowchart describing a processing of an ECU at the time of starting a motor.

[Best Mode for Carrying Out the Invention]

Hereinafter, a clutch control hydraulic circuit of an example of the present invention will be described in detail with reference to the drawings. It should be noted that the example does not limit the invention according to the scope of the claims and that not all combinations of configurations which are described in the Example, for which means for solving the invention are absolutely necessary.

[Configuration of a hydraulic circuit]

• When a vehicle is not being supplied with energy

A block diagram of 1 FIG. 10 shows a configuration example of the clutch control hydraulic circuit of the example. FIG.

A clutch lever 11 is a manual controller that can arbitrarily control a driver of a vehicle such as a motorcycle. For example, the driver has a disconnection (operation of turning off transmission of a driving force from an engine 27 to a transmission 28 ) of a coupling device 18 by gripping the clutch lever 11 at. Also, the driver has a connection (operation of transmitting a driving force from the engine 27 to the transmission 28 ) from the coupling device 18 by releasing the clutch lever 11 at. When the clutch lever 11 hydraulic pressure is dependent on the amount of gripping by the clutch lever 11 on the first hydraulic path 15 exercised, which with an oil reservoir 25 connected is.

An electronic control unit (ECU) 12 controls operation of a main clutch actuator (hereinafter referred to as an actuator) 13 based on a hydraulic pressure (hereinafter referred to as a first hydraulic pressure) supplied from a hydraulic pressure sensor 22 which is detected in the first hydraulic path 15 is arranged. The actuator 13 drives a clutch master cylinder (hereinafter referred to as master cylinder) 14 on, based on a control signal from the ECU 12 , Hydraulic pressure, which from the drive of the master cylinder 14 depends on a second hydraulic path 16 exercised, which with the oil reservoir 25 connected is.

The ECU 12 controls an actuation of the actuator 13 to control, in accordance with the first hydraulic pressure, a hydraulic pressure (hereinafter referred to as a second hydraulic pressure) supplied from a hydraulic pressure sensor 23 which is detected in the second hydraulic path 16 is arranged, and a hydraulic pressure (hereinafter referred to as a third hydraulic pressure), which of a hydraulic pressure sensor 24 is detected, which in a later mentioned Verbindungshydraulikweg 17 is arranged. In other words, the ECU performs a stroke simulation in which it increases the second and third hydraulic pressures when the first hydraulic pressure increases, and decreases the second and third hydraulic pressures when the first hydraulic pressure decreases. It should be noted that the second hydraulic pressure and the third hydraulic pressure are normally the same. When there is a difference in the hydraulic pressure between the second hydraulic pressure and the third hydraulic pressure, which is not smaller than a predetermined value, the ECU judges 12 in that there is a malfunction in the clutch control hydraulic circuit.

The first hydraulic path 15 is with the link hydraulic path 17 through a solenoid valve 19 connected, the second hydraulic path 16 is with the link hydraulic path 17 through a solenoid valve 20 connected, and the connection hydraulic path 17 is with the coupling device 18 connected. The solenoid valve 19 is a normally open (NO) first hydraulic circuit control valve, which switches to an open state when it is not actuated and switches to a closed state when it is actuated or turned on. Meanwhile, the solenoid valve 20 a normally closed (NC) second hydraulic circuit control valve which switches to a closed state when it is not actuated, and which switches to an open state when actuated.

Consequently, when the vehicle is in a de-energized state, pressure from the first hydraulic path 15 through the solenoid valve 19 to the connection hydraulic path 17 transfer. In other words, when the clutch lever 11 hydraulic pressure is applied to the coupling device 18 exercised to the coupling device 18 to disconnect, and if the clutch lever 11 is released, hydraulic pressure is applied to the clutch device 18 is exerted, delivered to the coupling device 18 connect to. Hereinafter, such a conventional control mode of the coupling device 18 referred to as a "first mode". It should be noted that 1 States of the solenoid valves and connection states of the hydraulic paths in the first mode indicate when the vehicle is in a de-energized state.

• When the vehicle is powered

A block diagram of 2 shows states of the solenoid valves and connection states of the hydraulic paths when the vehicle is energized.

When the vehicle is in an energized state, closing will disconnect from the solenoid valve 19 the first hydraulic path 15 and the connection hydraulic path 17 and opening from the solenoid valve 20 connects the second hydraulic path 16 and the connection hydraulic path 17 , Then, pressure from the second hydraulic path 16 which passes through the ECU 12 based on the pressure (first hydraulic pressure) from the first hydraulic path 15 is controlled / regulated on the coupling device 18 through the connection hydraulic path 17 exerted and controls a connection and disconnection of the coupling device 18 , Hereinafter, such a by-wire control mode will be provided by the clutch device 18 referred to as a "second mode".

Also, in the second mode, a normally closed solenoid valve becomes 21 opened as a third hydraulic circuit control valve, and the first hydraulic path 15 comes with an artificial load 26 through the solenoid valve 21 connected. The artificial load 26 imposes an operating load through a configuration such as a tandem master cylinder 10 which is described, for example, in Patent Document 3, so as to give the driver an operation feeling (resistance to the pressing operation) from the clutch lever 11 to give, similar to that in the first mode.

In other words, by turning on and off the solenoid valves 19 . 20 . 21 the ECU 12 between the first mode, in which the coupling device 18 with the first hydraulic path 15 on the side of the clutch lever 11 is connected to turn off the stroke simulation, and the second mode in which the coupling device 18 with the second hydraulic path 16 on the side of the actuator 13 is connected to allow the Hubsimulation to switch.

• First hydraulic circuit control valve

3 shows a schematic configuration of the solenoid valve 19 , The solenoid valve 19 is a seat valve, which is a valve element 193 which is in an axial direction 192 in a flow path 191 is movable inside the valve. As in part (a) of 3 As shown, the flow path is closed (ON) when an end part of the valve element 193 and a valve seat 194 are brought into contact by electromagnetic force. Meanwhile, as in part (b) of 3 As shown, the flow path is open (OFF) when the end portion of the valve element 193 from the valve seat 194 is separated by a spring, not shown.

The first hydraulic path 15 , which is the hydraulic path on the upstream side, is at the top of the solenoid valve 19 from 3 connected, and the connection hydraulic path 17 , which is the hydraulic path on the downstream side, is to the right side of the solenoid valve 19 from 3 connected. In the first mode (not actuated), the end part of the valve element 193 from the valve seat 194 (Part (b) of 3 ) separated by the spring, and the first hydraulic path 15 is with the link hydraulic path 17 connected. In this condition, hydraulic pressure controlled by an operation of the clutch lever 11 can be increased and decreased, a connection and disconnection from the coupling device 18 ,

In the second mode (operated), the end part of the valve element 193 by an electromagnetic force in contact with the valve seat 194 (Part (a) of 3 ) and the first hydraulic path 15 and the connection hydraulic path 17 are seperated. In this state, the solenoid valve 20 opened, allowing hydraulic pressure, which by actuation of the actuator 13 can be increased and decreased, a connection and disconnection from the coupling device 18 controls / regulates.

Pressure from the downstream hydraulic path (connecting hydraulic path 17 ) is applied to the valve element 193 from the closed solenoid valve 19 exercised. For this reason, when the valve is switched from an actuated state to a non-actuated state, while the pressure from the downstream side hydraulic path is higher than that from the upstream side hydraulic path (first hydraulic path 15 ), a so-called hydraulic pressure lock phenomenon occurs in which the valve element 193 not from the valve seat 194 separates and maintains the closed state. That is, the hydraulic pressure lock phenomenon is caused by a pressure difference between the upstream side and the downstream side of the valve element.

When the solenoid valve 19 is closed by the hydraulic pressure lock phenomenon, releases pressurization of the first hydraulic path 15 by an operation of the clutch lever 11 (manual operation) the hydraulic pressure lock phenomenon and opens the solenoid valve 19 , When the manual intervention is performed, hydraulic pressure applied to the connection hydraulic path becomes 17 through the actuator 13 and the master cylinder 14 is exercised through the first hydraulic path 15 delivered because the oil reservoir 15 is common.

[Control by the ECU]

• When starting the engine

A flowchart of 4 describes a processing by the ECU 12 at the time of starting from the engine 27 , In the 4 shown processing is started when the driver a not shown main switch of the vehicle turns on.

The ECU 12 switches the solenoid valves 19 . 20 . 21 a (S11) and judges if the gearbox 28 is in a neutral position or not (S12). When the gearbox 28 not located in the neutral position, it is judged whether the clutch lever 11 or not (S13). It is to be noted that the judgment in step S13 may be made depending on whether the first hydraulic pressure exceeds a predetermined value or not, or depending on whether or not a switch, not shown, in response to the clutch lever 11 works, is on or off.

When the gearbox 28 located in the neutral position or when the gearbox 28 not in the neutral position is the clutch lever 11 seizes the ECU 12 the actuator 13 to increase the second hydraulic pressure and the third hydraulic pressure (S14) and judges whether the clutch device 18 is disconnected or not (S15). Meanwhile, when the transmission 28 not in the neutral position and the clutch lever 11 is not taken, the processing returns to the step S12.

When the coupling device 18 is separated, the ECU assesses 12 in that the engine can be started (S16) and when an unillustrated starter switch is depressed (S17), it performs a startup processing from the engine 27 through (S18).

Meanwhile, when the clutch device 18 is not disconnected or disengaged, the ECU assesses 12 in that the engine can not be started (S19) and warns of a malfunction in the clutch control hydraulic circuit (S20) by, for example, lighting a warning lamp (not shown). It should be noted that, as mentioned above, when there is a difference in the hydraulic pressure of not less than a predetermined value between the second hydraulic pressure and the third hydraulic pressure, the ECU 12 Similarly, it is judged that there is a malfunction in the clutch control hydraulic circuit, and performs steps S19 and S20.

• When an error occurs

A description will be made of a case where there is an error in the ECU 12 occurs while the solenoid valve 19 is closed, the solenoid valve 20 is open, and the ECU 12 the actuator 13 controls to generate hydraulic pressure and thereby the clutch device 18 to disconnect or disengage.

In this case, the solenoid valves 19 . 20 . 21 switched off. As a result, the solenoid valve becomes 20 closed and therefore takes a pressure from the Verbindungshydraulikweg 17 through the solenoid valve 20 not off. Likewise, as mentioned earlier, when the pressure from the connection hydraulic path 17 is higher than that of the first hydraulic path 15 , holds the solenoid valve 19 valve plug type, the closed state, even if it is not operated, due to the hydraulic pressure lock phenomenon, and therefore takes a pressure from the Verbindungshydraulikweg 17 also through the solenoid valve 19 not off.

Consequently, even if the above error occurs, a pressure drops from the connection hydraulic path 17 not suddenly off and a disconnection from the coupling device 18 will be maintained. After that, if the first hydraulic path 15 by the driver operation of the clutch lever 11 (manual operation) is pressurized, the hydraulic pressure lock is released, the solenoid valve 19 is opened and the clutch control / hydraulic circuit assumes the first mode. In other words, a separation from the coupling device 18 be maintained until the manual intervention is performed.

It should be noted that a case in which a pressure from the Verbindungshydraulikweg 17 becomes higher than that of the first hydraulic path 15 , is present when the first hydraulic pressure suddenly drops due to the sudden release of the clutch lever 11 by the driver, and the ECU 12 judges that it is not desirable for the coupling device 18 For example, at a fast pace to connect or engage. In this case, the ECU controls 12 the actuation of the actuator 13 such that pressure from the connection hydraulic path 17 can decrease in a suitable manner. Also, the second and third hydraulic pressures may sometimes be increased to a higher level than the first hydraulic pressure to increase the load of operation of the clutch lever 11 to facilitate the driver. A pressure from the connection hydraulic path 17 becomes higher in this case than the first hydraulic path 15 ,

By designing the configuration of the clutch control hydraulic circuit in this manner, a clutch device having an automatic connection and disconnection function and a manual connection and disconnection function can surely switch to the manual connection and disconnection function when a vehicle is not energized or if an electronic control fails, and can maintain a normal ride before switching.

Description of reference numbers]

• 11 ... clutch lever, 12 ... electronic control unit, 13 ... main clutch actuator, 15 ... first hydraulic path, 16 ... second hydraulic path, 17 ... connection hydraulic path, 18 ... coupling device, 19 ... solenoid valve, 20 ... solenoid valve

[Problem]

To enable a clutch device having an automatic connection and disconnection function and a manual connection and disconnection function to safely switch to the manual connection and disconnection function when a vehicle is not energized or when an electronic control fails, and to maintain a normal ride before switching.

[Means for Solving the Problems]

A hydraulic circuit comprises at least two solenoid valves connected to a control unit 12 are connected; a solenoid valve 19 which is between a first hydraulic path 15 and a connection hydraulic path 17 is provided, switches to an open state when it is not operated, and switches to a closed state when it is operated; and a solenoid valve 20 which is between a second hydraulic path 16 and the connection hydraulic path 17 is provided, switches to a closed state when it is not operated, and switches to an open state when it is operated. The solenoid valve 19 holds the closed state when it is switched from an actuated state to a non-actuated state, while a pressure from the downstream hydraulic path 17 is higher than that of the upstream hydraulic path 15 ; and if the solenoid valve 19 is closed in the non-actuated state, opens a pressurization of the upstream hydraulic path 15 by an operation of a clutch lever 11 the solenoid valve 19 ,

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• JP 8-296670 [0004]
• JP 5-014664 [0004]
• JP 4815256 [0004]

Claims (5)

A clutch control hydraulic circuit comprising: a manual control device ( 11 ) which is arbitrarily controllable by a driver; an actuator ( 13 ) to a hydraulic pressure based on a control signal from a control unit ( 12 ) increase and decrease; a hydraulic circuit having a first hydraulic path ( 15 ), which is connected to the manual control device, a second hydraulic path ( 16 ), which is connected to the actuator, and a connecting hydraulic path ( 17 ) connecting the first hydraulic path and the second hydraulic path; and a coupling device ( 18 ), which is connected to the hydraulic circuit, and whose connection and disconnection are controlled by receiving pressure from the hydraulic circuit, wherein: the hydraulic circuit has at least two hydraulic circuit control valves connected to the control unit ; a first hydraulic circuit control valve ( 19 ) provided between the first hydraulic path and the connecting hydraulic path, switches to an open state when not operated, and switches to a closed state when actuated; a second hydraulic circuit control valve ( 20 ) provided between the second hydraulic path and the connection hydraulic path, changes to a closed state when not operated, and switches to an open state when actuated; the first hydraulic circuit control valve maintains the closed state when it is switched from an actuated state to a non-actuated state, while pressure from the downstream hydraulic path (FIG. 17 ) is higher than pressure from the upstream hydraulic path (FIG. 15 ); and when the first hydraulic circuit control valve is closed in the non-actuated state, pressurization of the upstream hydraulic path by operation of the manual control device opens the first hydraulic circuit control valve. Clutch control hydraulic circuit according to claim 1, wherein: the hydraulic circuit comprises an oil reservoir ( 25 ) Has; and the oil reservoir is connected to the first hydraulic path and the second hydraulic path. A clutch control hydraulic circuit according to any one of claims 1 and 2, wherein: the control unit is capable of switching between a first mode in which the clutch means is connected to the manual control means and a second mode in which the clutch means is connected to the actuator; in the first mode, the first hydraulic circuit control valve is opened and the second hydraulic circuit control valve is closed; and in the second mode, the first hydraulic circuit control valve is closed and the second hydraulic circuit control valve is opened. A clutch control hydraulic circuit according to claim 3, comprising: an artificial load ( 26 ) for applying an operating load to an operation of the manual control device; and a third hydraulic circuit control valve ( 21 ), which is provided between the first hydraulic path and the artificial load, and switches to a closed state when it is not operated, and switches to an open state when it is operated, wherein: the third hydraulic circuit control valve in the first mode is closed; and the third hydraulic circuit control valve is opened in the second mode. The clutch control hydraulic circuit according to any one of claims 1 to 4, wherein the first hydraulic circuit control valve is a poppet valve in which an end part of a valve element which is movable in an axial direction in a flow path inside the valve, the flow path closes.

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